Vertical Situation Display with Interactive Speed Profile Bar

ABSTRACT

An interactive speed profile bar that enables crew awareness of the overall planned flight trajectory speed profile. The speed profile bar will have a graphical depiction (e.g., virtual buttons having alphanumeric symbology) of some or all of the speed segments of the speed profile. Each graphical element (e.g., virtual button) includes symbology identifying the applicable speed mode and corresponding target speed change. Each speed segment will start at the inflection point where the speed change will occur in the flight plan, and will continue until the next trajectory speed change. The speed profile bar will be interactive, allowing the flight crew to select the speed segment to change, in response to which selection the system displays graphical user interface elements showing a menu of the available speed segment options. Each individual speed segment is represented by an individual virtual button that can be selected by touching the screen or other input device.

RELATED PATENT APPLICATION

This application is a continuation of and claims priority from U.S.patent application Ser. No. 16/146,375 filed on Aug. 28, 2018.

BACKGROUND

This disclosure generally relates to systems and methods for viewingspeed profile, and controlling the speed of an aircraft, and moreparticularly relates to systems and methods for enabling a pilot tomanually intervene in order to depart from a preprogrammed speedprofile.

Modern commercial aircraft are equipped with several aircraft systems tomanage their flight profile and configuration. For example, one of theseveral functions of the flight management computers (FMC) entails theplanning and management of the flight plan of an aircraft from takeoffto landing. The mode control panel provides means for pilots to managecertain aspects, such as controlling to the lateral and vertical flightprofiles of an aircraft, or managing the airplane tactically. Both theFMC and mode control panel may be used to control the autopilot andautothrottle systems, which may in turn send commands to other aircraftsystems such as the engines and flight control systems to direct andcontrol the aircraft consistent with the pilots' commands. Feedback asto the performance of the aircraft in relation to the pilots' commandsmay be available in a number of locations in the cockpit (flight deck)including the primary flight displays, navigation displays, enginedisplays, mode control panels, control display units, and crew alertingdisplays.

As aircraft and the airspace environment in which they operate haveevolved to become more complex, aircraft systems available to pilots, aswell as the flight profiles pilots manage, have become more complex. Oneaspect of a flight profile whose management poses a challenge isunderstanding and managing the entire speed profile. The speed profileof modern commercial aircraft is influenced by myriad inputs. Forexample, such input may include the aircraft's speed capability andoptimum economic performance given certain input constraints, such asthe aircraft's configuration, available weather data, ATC tactical speedrequests for spacing etc., and desired time of arrival control. Thespeed profile may also be influenced by altitude-based restrictions,such as speed at-or-less than 250 knots below 10,000 feet. Furthermore,an aircraft's speed may also be constrained by speed restrictions orconstraints attached to waypoints that define the aircraft's route. Inaddition, performance requirements related to new air traffic management(ATM) functions such as continuous descent approaches may also have tobe factored in to obtain a more comprehensive assessment of the speedprofile for an aircraft.

The combination of these various types of influences on the aircraft'sspeed, which are managed with safety and fuel economy objectives aswell, can result in a complicated speed schedule that can be difficultto comprehend utilizing the aforementioned multiple systems currentlyengaged in speed profile management. The need to understand, monitor andutilize these different systems contributes to increased workload, andpotentially to errors or anomalies. Thus a tool that simplifies theflight crew's awareness and management of the aircraft speed profile inall phases of flight would be advantageous.

SUMMARY

The subject matter disclosed in some detail below is directed to a speedprofile management tool that enables pilots to view and modify theaircraft's speed profile in a simple and efficient manner. The tool is agraphical user interface that enables a pilot to interact with a speedprofile management module. More specifically, the graphical userinterface takes the form of an interactive speed profile bar that isviewable on a display unit in conjunction with a vertical situationdisplay. The speed profile bar may be displayed in the same window withthe vertical situation display or may be displayed in a window overlaidon the window in which the vertical situation display appears. Theinteractive speed profile bar software is configured to enable a pilotto easily modify the aircraft's speed profile, thus reducing workloadand potential errors.

The interactive speed profile bar disclosed in some detail below enablescrew awareness of the overall planned flight trajectory speed profile.The speed profile bar will have a graphical depiction (e.g., virtualbuttons having alphanumeric symbology) of some or all of the speedsegments of the speed profile. Each graphical element (e.g., virtualbutton) includes symbology identifying the applicable speed mode andcorresponding target speed change. Each speed segment will start at theinflection point where the speed change will occur in the flight plan,and will continue until the next trajectory speed change. The speedprofile bar will be interactive, allowing the flight crew to select aspeed segment to be changed. In response to that selection, the systemdisplays graphical user interface elements showing a menu of theavailable speed segment options. Each individual speed segment isrepresented by an individual virtual button (hereinafter “speed barbutton”) that can be selected by touching the screen or other inputdevice (e.g., a cursor control device such as a trackpad, trackball,mouse, rotary dial, etc.). A further advantageous feature is theprovision of means for speed bar button decluttering to show the speedbar buttons that may be too narrow to display the applicable speed modeand target speed within the area occupied by the speed bar button.

Although various proposed implementations of systems and methods forenabling a pilot to manage a speed profile using an interactive speedprofile bar that is viewable in conjunction with a vertical situationdisplay will be described in some detail below, one or more of thoseproposed implementations may be characterized by one or more of thefollowing aspects.

One aspect of the subject matter disclosed in detail below is a flightinformation display system for depicting flight path information of anaircraft, the flight information display system comprising a displayunit and a computer system programmed to control operation of thedisplay unit, wherein the computer system is configured to control thedisplay unit to concurrently display the following graphical elements: avertical situation display representing a planned vertical flight pathof the aircraft; and an interactive speed profile bar comprising atleast one speed bar button, the interactive speed profile bar beinguseable by a pilot for changing the speed profile of the aircraft to flyat speeds in accordance with a selected speed segment, wherein the atleast one speed bar button has first alphanumeric symbology identifyinga first speed mode and an associated first target speed of a first speedsegment included in a speed profile. In most instances, the interactivespeed profile bar comprises a multiplicity of speed bar buttons, each ofthe multiplicity of speed bar buttons having respective alphanumericsymbology identifying a respective speed mode and a respectiveassociated target speed which characterize a respective speed segmentincluded in the speed profile. The computer system is further configuredto cause the display unit to: display graphical elements representing amultiplicity of pilot-selectable mutually exclusive speed segmentoptions in response to pilot selection of the at least one speed barbutton; and display second alphanumeric symbology in the at least onespeed bar button instead of the first alphanumeric symbology in responseto pilot selection of a speed segment option, the second alphanumericsymbology identifying a second speed mode and an associated secondtarget speed of the selected speed segment.

In accordance with one proposed implementation of the system describedin the immediately preceding paragraph, the speed profile includes firstand second speed segments having first and second ranges respectively,and the speed profile bar includes a first speed bar button having afirst button width corresponding to a first range of the first speedsegment and a second speed bar button having a second button widthcorresponding to a second range of the second speed segment, the ratioof the first button width to the second button width being equal to theratio of the first range to the second range.

Another aspect of the subject matter disclosed in detail below is aflight information display system for depicting flight path informationof an aircraft, the flight information display system comprising adisplay unit and a computer system programmed to control operation ofthe display unit, wherein the computer system is configured to controlthe display unit to concurrently display the following graphicalelements: a first vertical situation display representing a plannedvertical flight path of the aircraft; and a first interactive speedprofile bar comprising a special speed bar button, the interactive speedprofile bar being useable by a pilot for changing the speed profile ofthe aircraft to fly at speeds in accordance with a selected speedsegment, wherein the special speed bar button has symbology indicatingthat other symbology identifying multiple speed segments of a speedprofile is available for viewing. The computer system is furtherconfigured to: (a) cause the display unit having a range scale withincreased fineness and representing only a portion of the plannedvertical flight path of the aircraft previously displayed in response topilot selection of the special speed bar button; and (b) cause thedisplay unit to display a second interactive speed profile bar notincluding the special speed bar button and comprising first and secondspeed bar buttons having first and second alphanumeric symbologyidentifying respective speed modes and respective associated targetspeeds which respectively characterize first and second speed segmentshaving first and second ranges respectively. The first speed bar buttonhas a first button width corresponding to the first range of the firstspeed segment and the second speed bar button has a second button widthcorresponding to the second range of the second speed segment, the ratioof the first button width to the second button width being equal to theratio of the first range to the second range.

As used herein, the terms “first vertical situation display” and “secondvertical situation display” refer to respective graphical data displayedon a display unit at different times. For example, the “second verticalsituation display” may present a portion (less than all) of the firstvertical situation display with a magnified horizontal scale.

A further aspect of the subject matter disclosed in detail below is amethod for displaying flight information on a display unit, the methodcomprising: displaying a vertical situation display representing aplanned vertical flight path of an aircraft on the display unit;displaying an interactive speed profile bar comprising at least onespeed bar button on the display unit, wherein the at least one speed barbutton has first alphanumeric symbology identifying a first speed modeand an associated first target speed of a first speed segment includedin a speed profile; and using the interactive speed profile bar tochange the speed profile of the aircraft to fly at speeds in accordancewith a selected speed segment. In most instances, the interactive speedprofile bar comprises a multiplicity of speed bar buttons, each of themultiplicity of speed bar buttons having respective alphanumericsymbology identifying a respective speed mode and a respectiveassociated target speed which characterize a respective speed segmentincluded in the speed profile.

In accordance with one embodiment of the method described in theimmediately preceding paragraph, the method further comprises: selectingthe at least one speed bar button, which selecting is performed by apilot; displaying graphical elements representing a multiplicity ofpilot-selectable mutually exclusive speed segment options in response toselecting the at least one speed bar button; selecting one of the speedsegment options, which selecting is performed by the pilot; displayingsecond alphanumeric symbology in the at least one speed bar buttoninstead of the first alphanumeric symbology in response to selecting oneof the speed segment options, the second alphanumeric symbologyidentifying a second speed mode and an associated second target speed ofthe selected speed segment; and changing the speed of the aircraft sothat the aircraft flies at speeds in accordance with the selected speedsegment of the speed profile.

In accordance with one proposed implementation of the above-describedmethod, the speed profile includes first and second speed segmentshaving first and second ranges respectively, in which case the speedprofile bar includes a first speed bar button having a first buttonwidth corresponding to a first range of the first speed segment and asecond speed bar button having a second button width corresponding to asecond range of the second speed segment, the ratio of the first buttonwidth to the second button width being equal to the ratio of the firstrange to the second range.

Yet another aspect of the subject matter disclosed in detail below is amethod for displaying flight information on a display unit, the methodcomprising: displaying a first vertical situation display representing aplanned vertical flight path of an aircraft on the display unit;displaying a first interactive speed profile bar comprising a specialspeed bar button on the display unit, wherein the special speed barbutton has symbology indicating that other symbology identifyingmultiple speed segments of a speed profile is available for viewing; andusing the interactive speed profile bar to change the speed profile ofthe aircraft to fly at speeds in accordance with a selected speedsegment. This method further comprises: selecting the special speed barbutton, which selecting is performed by a pilot; displaying a secondvertical situation display (instead of the first situation display) onthe display unit having a range scale with increased fineness andrepresenting only a portion of the planned vertical flight path of theaircraft previously displayed in response to selecting the special speedbar button (e.g., the second vertical situation display may show aportion of the first vertical situation display with a magnifiedhorizontal scale); and displaying a second interactive speed profile barin response to selecting the special speed bar button. The secondinteractive speed profile bar does not include the special speed barbutton and comprises first and second speed bar buttons having first andsecond alphanumeric symbology identifying respective speed modes andrespective associated target speeds which respectively characterizefirst and second speed segments having first and second rangesrespectively. This method may further comprise: selecting the firstspeed bar button, which selecting is performed by a pilot; displayinggraphical elements representing a multiplicity of pilot-selectablemutually exclusive speed segment options in response to selecting thefirst speed bar button; selecting one of the speed segment options,which selecting is performed by the pilot; and displaying thirdalphanumeric symbology in the first speed bar button instead of thefirst alphanumeric symbology in response to selecting one of the speedsegment options, the third alphanumeric symbology identifying theselected speed segment.

Other aspects of systems and methods for enabling a pilot to manage aspeed profile using an interactive speed profile bar that is viewable inconjunction with a vertical situation display are disclosed below.

BRIEF DESCRIPTION OF THE DRAWINGS

The features, functions and advantages discussed in the precedingsection may be achieved independently in various embodiments or may becombined in yet other embodiments. Various proposed implementations willbe hereinafter described with reference to drawings for the purpose ofillustrating the above-described and other aspects. None of the diagramsbriefly described in this section are drawn to scale.

FIG. 1 is a block diagram identifying components of a generalizedaircraft system in accordance with one architecture centered on a speedprofile management module.

FIG. 2 is a diagram depicting an aircraft flight control architectureincluding a plurality of control systems.

FIG. 3 is a diagram illustrating an arrangement of cockpit instrumentsin accordance with one proposed implementation.

FIG. 4 is a block diagram identifying some components of a flightinformation display system in accordance with one proposedimplementation.

FIG. 5 is a diagram representing a vertical situation display in a pathmode.

FIG. 6 is a graph representing a simplified preprogrammed speed profilefor a flight path of an aircraft.

FIGS. 7A through 7E are diagrams representing successive examplescreenshots of a vertical situation display having an interactive speedprofile bar with variable-width speed bar buttons corresponding torespective speed segments of the speed profile, which interactive speedprofile bar may be used to access a menu of pilot-selectable speedsegment options.

FIGS. 8A through 8D are diagrams representing successive examplescreenshots of a vertical situation display having an interactive speedprofile bar with variable-width speed bar buttons corresponding torespective speed segments, which interactive speed profile bar includesGUI elements for speed bar button decluttering.

FIG. 9 is a flowchart identifying steps of a method for determining whento display a speed bar button having symbology indicating that othersymbology identifying multiple speed segments is available for viewing.

FIG. 10 is a flowchart identifying steps of a method for enabling apilot to zoom in the range scale of the vertical situation display sothat previously undisplayable speed bar buttons may be viewed in aformat that satisfies a minimum button width constraint.

FIG. 11 is a block diagram identifying some components of a flightinformation display system in accordance with one proposedimplementation.

FIG. 12 is a diagram representing a top view of a typical controldisplay unit used for pilot input of flight information to a flightmanagement computer.

FIGS. 13A and 13B are diagrams representing a top and side viewsrespectively of a cursor control device in accordance with one proposedimplementation.

FIG. 14 is a diagram representing an unselected exclusive selectorbutton with a cursor inside the associated active area, the exclusiveselector button being of a type suitable for use with the interactivespeed segment options depicted in FIG. 7B or 8D.

Reference will hereinafter be made to the drawings in which similarelements in different drawings bear the same reference numerals.

DETAILED DESCRIPTION

Illustrative proposed implementations of systems and methods forenabling a pilot to manage a speed profile using an interactive speedprofile bar that is viewable in conjunction with a vertical situationdisplay are described in some detail below. However, not all features ofan actual implementation are described in this specification. A personskilled in the art will appreciate that during development, numerousimplementation-specific decisions must be made to achieve thedeveloper's specific goals, such as compliance with system-related andbusiness-related constraints, which will vary from one implementation toanother. Moreover, it will be appreciated that such a development effortmight be complex and time-consuming, but would nevertheless be a routineundertaking for those of ordinary skill in the art having the benefit ofthis disclosure.

A flight management system (FMS) onboard an aircraft is a specializedcomputer system that automates a wide variety of in-flight tasks. Aprimary function of a FMS is in-flight management of the flight plan.Using various sensors to determine the aircraft's position, speed,altitude and heading and an autopilot system, the FMS can guide theaircraft in accordance with the flight plan. Typically an FMS comprisesa navigation database that contains the elements from which the flightplan is constructed. Given the flight plan and the aircraft's position,the FMS calculates the course to follow. The pilot can follow thiscourse manually or the autopilot can be set to follow the course.

The flight plan includes a vertical trajectory, a lateral trajectory,time, and a speed schedule to be followed by the aircraft withrespective tolerances, enabling the aircraft to reach its destination.The calculations of the flight plans are based on the characteristics ofthe aircraft, on the data supplied by the crew and on the environment ofthe system. The positioning and guidance functions then collaborate inorder to enable the aircraft to remain on the trajectories defined bythe FMS. The trajectories to be followed are constructed from asuccession of “waypoints” associated with various flight points, such asaltitude, speed, time, modes, heading, and other points. The term“waypoint” encompasses any point of interest where the point is definedusing two, three or four dimensions. A trajectory is constructed from asequence of segments and curves linking the waypoints in pairs from thedeparture point to the destination point. A segment or series ofsegments may be constrained by one or more economic constraints (e.g.,time, fuel, and/or cost or a combination thereof). The speed schedulerepresents the speed and speed mode that the aircraft should maintainover time as it flies along the flight trajectory.

In aeronautics, the quantities used to define speed are indicatedairspeed, the calibrated airspeed, true airspeed and Mach number. Theindicated airspeed (IAS) is the speed corresponding to the speedindicated on the onboard instruments. The calibrated airspeed (CAS)corresponds to the speed after correction is applied to the IAS. Thetrue airspeed (TAS) is the speed relative to the air mass the aircraftis traversing. The Mach number is the ratio of speed to the speed ofsound. The value representing speed in a speed schedule can be definedas any of these speeds or can also be a groundspeed. If the timeconstraint is bound to an Earth-referenced point, the meeting of a timeconstraint is dependent on any of these speeds translated to agroundspeed, aircraft performance limitations and available distance.The groundspeed is the horizontal component of the speed of the aircraftrelative to the ground. More precisely, the groundspeed is equal to themagnitude of the vector sum of the air speed and the wind speedprojected onto the horizontal plane. The speed of the aircraft is thevector consisting of the wind speed and the ground speed of theaircraft.

In the interest of increased safety and improved airspace or airspacecapacity, time constraints are imposed on the aircraft during all flightphases (e.g., departure, climb, cruise, descent and airport approach).This ensures that aircraft arrive at a particular point in their flightplan at a controlled arrival time, scheduled time, constrained time orrequired time of arrival (hereinafter “RTA”). Traditionally, mostcommercial aircraft have an RTA function built into the flight controlsystems of the aircraft. The RTA function controls the altitude andspeed so that the aircraft reaches a target waypoint at an associatedRTA. For example, an RTA waypoint may be a landing runway threshold, anair traffic convergence point, crossing points, etc. Ensuring anaircraft arrives at an RTA waypoint on time may make it possible, forexample, to smooth the flow of air traffic before the approach phase andmaintain a desired spacing between aircraft.

For instance, scheduled time(s) of arrival at certain target waypoint(s)may be established by an arrival management system for each aircraftarriving to a particular airport, so that aircraft are suitablyseparated in space and time between each other at each of the targetwaypoint(s). Scheduled time(s) of arrival may also be established by anairline operating center so that the airline orchestrates the arrivalsof its flights. Furthermore, pilots themselves may schedule arrivaltimes in some instances. For instance, they may advance arrival times inorder to overcome flight delays, and so force the aircraft to adoptfaster speeds.

The FMS calculates estimated fuel and estimated time of arrival(hereinafter “ETA”) at an RTA waypoint, i.e., the time at which the FMSpredicts that the aircraft will arrive at the RTA waypoint. If the ETAdeparts from the RTA by more than a predetermined tolerance, a new speedcommand takes place, causing the FMS to redefine the trajectory to befollowed by taking account of the time constraint to be observed. Theaim is to have the ETA converge with the RTA within a configurable timetolerance (e.g., ±15 seconds). This is accomplished by changing thespeed of the aircraft.

Performance optimization allows the FMS to determine the best or mosteconomical speed to fly. This is often called the ECON speed and thecorresponding economy speed mode maintains the economy speed. Thisspeed, which includes some tradeoffs between trip time and trip fuel, isbased on an estimation of the time-related operating expenses that arespecific to each airline's operation. The aircraft's speed while in theeconomy speed mode is based on an economic optimization criterion calledthe cost index, the weight of the aircraft, its altitude, wind and theambient temperature. The cost index is an optimization criterion definedby the ratio of the costs of time and the costs of fuel. As a variant,the optimization criterion may take into account other costs, such asnuisance costs (noises, polluting emissions, etc.).

The cost index is the ratio of the time-related cost of an aircraftoperation and the cost of fuel. The value of the cost index (CI)reflects the relative effects of fuel cost on overall trip cost ascompared to time-related direct operating costs. In equation form:CI=Time cost (˜$/hr)/Fuel cost (˜cents/lb). Typically the flight crewenters the company-calculated cost index into a control display unit.The FMC then uses this number and other performance parameters tocalculate economy (ECON) climb, cruise, and descent speeds.

Clearly, a low cost index should be used when fuel costs are highcompared to other operating costs. The FMC calculates coordinated ECONclimb, cruise, and descent speeds from the entered cost index. To complywith ATC requirements, the airspeed used during descent tends to be themost restricted of the three flight phases. The descent may be plannedat ECON Mach/calibrated air speed (CAS) (based on the cost index) or amanually entered Mach/CAS.

A number of high-level objectives may influence speed selection duringcruise flight. These objectives can be grouped into five categories: (1)maximize the distance traveled for a given amount of fuel (i.e., maximumrange); (2) minimize the fuel used for a given distance covered (i.e.,minimum trip fuel); (3) minimize total trip time (i.e., minimum time);(4) minimize total operating cost for the trip (i.e., minimum cost, oreconomy [ECON] speed); and (5) maintain the flight schedule. The firsttwo objectives are essentially the same because in both cases theaircraft will be flown to achieve optimum fuel mileage.

In addition to one of the overall strategic objectives listed above forcruise flight, pilots are often forced to deal with shorter termconstraints that may require them to temporarily abandon their cruisestrategy one or more times during a flight. These situations mayinclude: (1) flying a fixed speed that is compatible with other trafficon a specified route segment; (2) flying a speed calculated to achieve arequired time of arrival (i.e., RTA) at a fix; (3) flying a speedcalculated to achieve minimum fuel flow while holding (i.e., maximumendurance); and (4) when directed to maintain a specific speed by ATC.

Current aircraft operations typically employ an RTA function or a fixedspeed solution that is commanded to be performed “now”. While an RTAfunction is active, the aircraft speed will fluctuate as new estimatedtime predictions are made as a result of groundspeed changes. Thegroundspeed fluctuates with changes in wind speed. As the aircraft speedfluctuates, the thrust will vary respectively. The RTA function assignsand allows control to a waypoint in the flight plan. In other instances,air traffic controllers provide a fixed speed command. The fixed speedsolution is not optimized for fuel efficiency and is applicable to asingle waypoint. The fixed speeds are generated to be performed as “now”instructions, which allows an aircraft to regain a time difference.

A target waypoint and its corresponding RTA may be either manuallyinputted to the flight management computer of the aircraft or,alternatively, may be automatically uploaded. In each case, an RTA thatis equal to the scheduled time of arrival is inputted to the FMC. In theexemplary case that the aircraft operates under the supervision of anarrival manager, the pilot is required to take necessary measures toreach each waypoint at the mandated scheduled time of arrival. Forexample, the trajectory may be altered by adjusting the aircraft speed,stretching the aircraft flight path, staying in a holding pattern, andso forth.

With respect to flight guidance, pilots may utilize both the flightmanagement system and a mode control panel to manage aspects of theaircraft's flight, such as lateral profile, vertical profile, and speedprofile. Input for managing these aspects may be made, for example amongothers, via the control display unit, the mode control panel, or otherinteractive means such as touch-screen or cursor-control devices. Theflight guidance input may be used to control the autopilot and relatedsystems such as flight director systems, flight control computers, andautothrottle system, which may in turn send commands to other aircraftsystems such as the engines and flight control systems to direct andcontrol the aircraft consistent with the pilots' commands.

One aspect of flight profile whose management poses a challenge isspeed. The use of more efficient and more sensitive/complex navigationprocedures such as required navigation performance; the availability ofmore options for fuel efficient, noise abatement, or throughputoptimizing flight routings; and the application of automated navigationsuch as vertical navigation (VNAV) via autopilots to achieve fuelefficiency or required time of arrival (RTA) objectives, among others,all contribute to an increase in the need for speed management.

Throughout this disclosure, speed profile refers to the speed of theaircraft for the different phases of flight or flight segments thereof.The speed that is managed is generally the speed component of theforward velocity of the aircraft and not the vertical speed of theaircraft. The term speed refers to the airspeed of an aircraft, and thetwo terms, speed and airspeed, may be used herein interchangeably.Furthermore, the type of airspeed such as calibrated airspeed (CAS),indicated airspeed (IAS), Mach number, groundspeed and the like is notspecifically called out as it is not critical to teaching the invention.Any type of airspeed may be displayed on a speed profile bar that isconsistent with the airspeed displayed in other cockpit instruments.

Pilots may manage a number of speed constraints or aspects that mayaffect the speed profile of an aircraft. In addition to the aspectsdiscussed above, particular speed constraints or inputs may include,without limitation, most economic speeds, long-range-cruise speeds,required time of arrival (RTA) speeds, company policy-based speeds,limit speeds, mode control panel speeds, crew-selected speeds, andengine-out speeds.

The combination of these various types of speed inputs can result in acomplicated speed schedule that can be difficult to manage utilizing theaforementioned multiple systems currently engaged in speed profilemanagement. The need to monitor and utilize these different systemscontributes to increased workload, and potentially to errors oranomalies. There is a need for a tool that simplifies the flight crew'sawareness and management of the aircraft speed profile in all phases offlight. The present disclosure addresses this need by providing systemsand methods for enabling a pilot to view and manage a speed profileusing an interactive speed profile bar on a vertical situation display.

FIG. 1 depicts an embodiment of a generalized aircraft systemarchitecture 10 centered on a speed profile management module 12(hereinafter “SPMM 12”). The term “module” as used herein, may refer toany combination of software, firmware, or hardware used to perform thespecified function or functions. It is contemplated that the functionsperformed by the modules described herein may be embodied within eithera greater or lesser number of modules than is described in theaccompanying text. For instance, a single function may be carried outthrough the operation of multiple modules, or more than one function maybe performed by the same module. The described modules may beimplemented as hardware, software, firmware or any combination thereof.Additionally, the described modules may reside at different locationsconnected through a wired or wireless telecommunications network, or theInternet.

For example, and without limitation, the SPMM 12 can be hosted on anumber of on-board computers suitable for the aircraft configuration athand, such as a dedicated speed profile management computer or a flightmanagement computer. The SPMM 12 transmits speed profile information tothe flight management system 14 and cockpit graphical display system 18,which speed profile information may have been modified, changed orupdated by the flight crew using the interactive capability disclosed insome detail below. The cockpit graphical display system 18 typicallyincludes at least a graphics processor unit (not shown) and anelectronic display device (not shown).

Still referring to FIG. 1, an SPMM 12 is provided to manage the speedprofile of an aircraft. From the available information in the cockpitaffecting all aspects of the speed profile of the aircraft, the SPMM 12extracts the information from the interfacing systems depicted in FIG. 1and controls the display of symbology representing speed profileinformation for viewing by the flight crew on the cockpit graphicaldisplay system 18. The SPMM 12 also transmits information that has beenmodified, changed or updated by the flight crew using the speed profileinteractive capability disclosed in more detail below, back to thesystems shown in FIG. 1, to affect the speed of the aircraft.

In this regard, the aircraft flight control system 20 provides speedprofile-relevant information such as the performance and health of theengines, flight control computers, autopilot and autothrust systems, andselected flight control inputs on a mode control panel of the cockpitgraphical display system 18. This functionality may reside in a singlecomputer or module or multiple computers or modules. The aircraft flightcontrol system 20 also receives speed profile-relevant commands from theSPMM 12, the mode control panel, or other system and directs thecommands to appropriate component systems, such as the autothrottle andengines, to affect the speed of the aircraft.

For example, as shown in FIG. 2, a flight guidance system 30 includesdisplay devices such as a cockpit graphical display system 18 or otherannunciators (not shown), control input devices 16, a flight guidancecomputer 32, and a plurality of control systems 34. The flight guidancecomputer 32 and control systems 34 may be components of the aircraftflight control system 20 depicted in FIG. 1. In one example, theplurality of control systems 34 include a lateral/directional motion (orroll/yaw) control system 34 a, a vertical motion (or pitch) controlsystem 34 b, and an airspeed (or autothrottle/engine) control system 34c. The lateral/directional control system 34 a can be coupled to flightcontrol surfaces 36 affecting lateral and directional control, which aretypically ailerons and/or rudders of the aircraft 42. The verticalmotion control system 34 b can be coupled to pitch control surfaces 38,which are typically the aircraft's elevators. Lastly, the airspeedcontrol system 34 c can be coupled to the engines 40 of the aircraft 42in some path-based modes of operation, and can be coupled to theelevators in some climb and descent modes of operation.

Returning to FIG. 1, the flight management system 14, and its navigationdatabase (not shown) and aerodynamic and engine (performance) database(not shown), provide information necessary for navigation along thefour-dimensional flight route for calculating the optimal or desiredperformance for that flight route. The flight management system 14 andits lateral and vertical navigation guidance functions may also utilizeinformation from navigation system 22, communications system 24, andaircraft flight control system 20 and then cause the display of flightmanagement information on the cockpit graphical display system 18.

The communications system 24 may also be enabled to uplink and downlinkinformation, for example and without limitation, related to flightplans, ATC instructions for lateral navigation, vertical navigation,speed changes, required time of arrival at a waypoint, required time ofarrival at a destination, weather, or airline operational controlmessages such as those related to gate information and updated time ofarrival. It may also be engaged in transmitting and receivingcoordination messages between aircraft that are engaged in acollaborative air traffic management application, such as where oneaircraft is asked to follow another aircraft in accordance with aspecified separation distance, time, speed or altitude parameter.

Another system used in managing the profile-related aspects of a flightis the aircraft's navigation system 22. The navigation system 22 mayinclude one or more of the following component systems: a globalpositioning system receiver, a distance measuring equipment, an air dataand inertial reference unit, ATC transponders, a traffic alert andcollision avoidance system and other traffic computers used for airtraffic management applications to provide speed profile-relevantinformation. In this regard, certain air traffic management applicationsmay be available as part of the surveillance system 26. Alternativeconfigurations may also embody air traffic management applications andcertain navigation information in a suitably equipped electronic flightbag 28 that may interface with the SPMM 12.

In addition, control input devices 16 are provided to enter, accept, andutilize speed profile-relevant information that is available from,without limitation, a communications uplink from ATC or an airlineoperational center, the communication system 24, a paper chart,customized airline-specific approach procedure database, or otheron-board aircraft systems such as the aircraft flight control system 20,the flight management system 14, the navigation system 22, or thesurveillance system 26. The control input devices 16 may also beutilized to manage the display of information provided by the SPMM 12.

Each control input device 16 may be embodied as a dedicated controlpanel or as part of another control input device on the aircraft. Forexample, and without limitation, the control input device 16 may beintegrated as part of a CDU 96 (see FIGS. 3 and 12), which incorporatesa small screen and keyboard or touchscreen, or as part of anothercontrol panel for controlling flight management, navigation or displayaspects of the aircraft's systems. Further, the control input devices 16may include, without limitation, voice command input means, keyboards,cursor control devices, touch-screen input and line select keys or otherkeys on a CDU 96.

FIG. 3 illustrates a general arrangement of an aircraft cockpit 50showing a layout of many of the aircraft systems that interact with theSPMM 12. The aircraft cockpit 50 includes forward windows 52, aplurality of flight instruments on a forward instrument panel 54, aglareshield panel 56 and a control pedestal 58 with various instruments72 and electronic display devices 74. The forward instrument panel 78and the control pedestal 58 have a number of displays, includingmultifunction displays 88. As shown in FIG. 3, the electronic displaydevices 74 include a pair of primary flight displays 82, a pair ofnavigation displays 84, and a crew alerting display 86. Themultifunction display 88 on the control pedestal 58 may also beconfigured to manage datalink communications or other cockpit functions.In addition, the cockpit has a head-up display 90, a pair of controldisplay units 96, and a pair of electronic flight bag displays 92. Inaddition, a mode control panel 94 is positioned on the glareshield panel56. The mode control panel 94, along with the control display units 96and multifunction displays 88 with interactive capability, may be usedto control or modify inputs that influence the speed profile of theaircraft.

Altitude, attitude and airspeed information is graphically displayed onthe primary flight displays 82. Flight path information, heading,groundspeed, wind direction, actual aircraft position and other types ofinformation are graphically displayed on the navigation displays 84.Each navigation display 84 allows the pilots to have a “bird's eye view”of the flight path and aircraft position. Vertical information has beenincorporated into the navigation display 84 to a limited extent. Whilethe navigation display 84 has proven to be an invaluable tool forpilots, the navigation display 84 has been supplemented by the verticalsituation display, which displays the vertical flight path graphicallyjust as the navigation display 84 shows the lateral flight pathgraphically. The navigation display 84 and vertical situation display(see, e.g., vertical situation display 102 in FIG. 5) may be displayedon the same multifunction display 88 or the vertical situation displaymay be displayed on a separate electronic display device. For example,the vertical situation display may be implemented on the flight deck asa stand-alone display system. Together, the navigational display 84 andthe vertical situation display give the pilot a more complete picture ofthe aircraft flight path and any related hazards.

FIG. 4 is a block diagram identifying some components of a flightinformation display system 6 which may be configured to display avertical situation display having an interactive speed profile bar. Theflight information display system may consist of existing components ona flight deck configured (e.g., arranged and programmed) to perform thefunctions disclosed herein. In the alternative, the flight informationdisplay system 6 may be a portable system (e.g., a laptop or tabletcomputer) that can be carried on and off the aircraft by the flightcrew.

The flight information display system 6 depicted in FIG. 4 includes acomputer 62, an electronic entry device 64 and an electronic displaydevice 74. The computer 62 is configured to cause the electronic displaydevice 74 to present a vertical situation display that includessymbology representing aircraft vertical positions (e.g., altitudes) fora planned flight path and symbology (e.g., in the form of a speedprofile bar) representing speed profile information associated with theplanned flight path. The electronic entry device 64 may be used for userinputs. The user may also input information into the flight informationdisplay system 6 via other aircraft systems. For example, the user mayuse a flight management computer (not shown in FIG. 5, but see flightmanagement computer 108 in FIG. 11) to input information and preferencesinto the flight information display system 6. The computer 62 includes amemory 66 (also referred to herein as a “a non-transitory tangiblecomputer-readable storage medium”), which stores a database 68. Thedatabase 68 may include information on terrain, airspace, flight routes,flight plans, waypoints, instrument approaches, runways and/or any otherinformation that may be needed by an aircraft flight crew. The computer62 is programmed to use at least some of the information from thedatabase 68 to generate a side view of an aircraft flight plan (e.g., avertical situation display) on an electronic display device 74.

A vertical situation display graphically represents a view of thevertical (altitude) profile of an aircraft 42. One type of verticalsituation display depicts a swath that follows the current track of theaircraft 42 and therefore is referred to as a track-type verticalsituation display. When selected by the flight crew, the verticalsituation display may, for example, appear at the bottom of thenavigation display 84. The basic features of this type of verticalsituation display include altitude reference and horizontal distancescales, an aircraft symbol, a vertical flight path vector, terraindepiction, glideslope depiction, and various information selected by theflight crews and flight management computer 108, such as the modecontrol panel-selected altitude, minimum decision altitude, and selectedvertical speed predictor. The vertical situation display remains stableduring dynamic conditions.

Additional features can be added to the vertical situation display. Oneexample is the depiction of the vertical profile along the entireplanned flight path, which vertical profile is referred to as apath-type vertical situation display. Showing the vertical swath alongthe planned flight path of the aircraft 42, instead of just along thecurrent track, provides several benefits. Not only may this enhanceawareness of the vertical mode, but VNAV and lateral navigation conceptsalso may be simplified for training. Other envisioned enhancementsinclude providing weather and traffic information.

FIG. 5 shows a typical side-looking vertical situation display 102 thatincludes an aircraft symbol 100, a straight line representing aprojected flight path 112, and a chain of connected straight linesrepresenting a planned vertical profile 128. A green dot 114 representsan estimate of a location where the aircraft will reach a target speed.A straight line 116 representing a glideslope is displayed adjacent to arunway symbol 118. Distance is shown on a scale having distance marks120. An altitude scale 122 is shown for altitude reference. A decisionheight reference 124 may be selectable and generally set to a decisionheight for an instrument approach. An altitude reference “bug” 126 mayalso be selectable. The vertical situation display 102 may also showbasic aircraft information. Limited terrain information 127 may also beshown within a corridor about the projected flight path 112.

FIG. 5 shows the vertical situation display 102 in a path mode ofoperation. The planned vertical profile 128 is graphically displayed,which may be useful in flight planning. Various waypoints along theplanned vertical profile 128 are indicated by waypoint name indicators130. The lines representing the planned vertical profile 128 depict theplanned altitudes as a function of range (distance) from the currentlocation of the aircraft. The terrain information 127 displayed is basedon the planned vertical profile 128. The corridor used for determiningterrain information 127 may be based on the actual flight plan route.This gives pilots an accurate representation of the terrain at eachpoint in the flight, including compensating for changes of directionduring the flight.

The path mode may include display of a top-of-climb point 134, atop-of-descent point 136 and/or any other path-based symbology from thenavigation display. The top-of-climb point 134 and top-of-descent point136 may be useful in flight planning, especially in determining whetherthe aircraft will be able to make an altitude restriction which may beshown as one or more altitude restriction triangles 132 a and 132 b. Thenumerical representation of an altitude restriction 131 is shown underthe waypoint named VAMPS. The altitude restriction triangle 132 a withan apex pointing up represents an at-or-above altitude restriction. Thealtitude restriction triangle 132 b with an apex pointing downrepresents an at-or-below altitude restriction. Two altitude restrictiontriangles together 132 a and 132 b with apexes that touch, one pointingup and one pointing down, represent a hard altitude restriction.

The path mode also may include a display of instrument approachinformation, for example, straight line 116 representing a glideslope. A1000-foot decision gate 138 and a 500-foot decision gate 140 may also beshown, which correspond to decision gates regularly used by pilots todetermine whether the approach will be continued.

The vertical situation display 102 helps to prevent controlled flightinto terrain and approach and landing accidents by enhancing the flightcrew's overall situation awareness. In addition, the vertical situationdisplay 102 is designed to reduce airline operating costs by decreasingthe number of missed approaches, tail strikes, and hard landings and byreducing vertical navigation training time.

This disclosure proposes to enhance the utility of a vertical situationdisplay by configuring an electronic display device 74 to display speedprofile information associated with the planned vertical profile 128.FIG. 6 is a graph representing a simplified preprogrammed speed profilefor a flight path of an aircraft. The flight path includes a climbsegment, a cruise segment and a descent segment, where the preprogrammedspeed profile monotonically increases during the climb segment, levelsoff at a desired cruise speed, and then monotonically decreases duringthe descent segment. The adverb “monotonically” as used herein meansthat there are a series of successive speed increases or successivespeed decreases, without substantial oscillation in the relative valueof the speed during the segment.

Speed increases during the climb segment and speed decreases during thedescent segment may be limited by certain constraint speeds. Suchconstraint speeds are often set by law for aircraft flying below acertain elevation, such as, for example, a law requiring a plane to flyat 250 knots or less under 10,000 feet. Such a constraint speed wouldlimit the climb speed to 250 knots or less at elevations of 10,000 feetor below during climb and descent segments. Thus, during the climbsegment, as illustrated in FIG. 6, the aircraft may accelerate to aspeed of 250 knots during portion a, then maintain a constant speed of250 knots during portion b, until the aircraft reaches 10,000 feet. Atthat point, the aircraft may begin to accelerate again during portion cof the climb segment. The cruise segment is indicated by portion d inthe graph of FIG. 6. During the descent segment, the aircraft maydecrease speed during a portion e in order to comply with the constraintspeed of 250 knots at 10,000 ft, then maintain the 250 knots for aperiod of time during portion f of the speed profile, before reducingspeed again during portion g, as the aircraft begins final approach.

The preprogrammed speed profile of FIG. 6 is a simplified profile forillustrative purposes. An actual preprogrammed speed profile may containany number of suitable constraint speeds. For example, in addition toconstraint speeds imposed by law, there may be other constraint speedsimposed for achieving a desired purpose, such as to optimize fuel useduring the flight and/or to optimize flight time, or for safetypurposes. In some embodiments, constraint speeds are stored in adatabase as constants, which can be changed if, for example, air trafficregulations change. In addition, certain users, such as airlineadministrators, can select customized constraint speeds. Constraintspeeds may be applied during any segment of the flight path. Forexample, while FIG. 6 illustrates a constant cruise speed, constraintspeeds may cause preprogrammed changes in speed during the cruisesegment.

The innovative graphical user interface (GUI) technology disclosedherein is configured to concurrently present a vertical situationdisplay and an interactive speed profile bar. More specifically, the GUIincludes interactive speed profile bar software configured to enable apilot to input speed profile changes into a speed profile managementmodule. The interactive speed profile bar includes a multiplicity ofvirtual buttons of variable width, referred to hereinafter as “speed barbuttons”. Each speed bar button corresponds to a respective speedsegment to be flown by the aircraft when the aircraft is flying in arespective speed mode. The vertical situation display range (andconcurrently displayed speed profile bar) may be adjusted to displayspeed bar buttons corresponding to all or less than all speed segments(and concurrently displayed vertical profile segments) for a particularflight plan.

When the pilot selects a particular speed bar button, symbologyrepresenting various available speed segment options is displayed in anyone of many possible graphical user interface formats, such as adrop-down list, a dialog box, an array of exclusive selector buttons(virtual), and so forth. The pilot may then select one of the availablespeed segment options. The speed profile stored in a non-transitorytangible computer-readable storage medium is then updated to incorporatethe newly selected speed mode. The pilot or autopilot will then fly theaircraft at the speeds specified by the updated speed profile. It ispossible also to manipulate a down path speed segment using the speedbar, not just the active speed. Depending on the speed change, it mayonly last until the next speed change/inflection point.

Graphical user interface technology designed to enable a pilot to modifythe current speed profile while viewing a vertical situation displaywill now be described in some detail with reference to FIGS. 7A-7E,which show aspects of one proposed implementation of a display systemconfigured to concurrently present a vertical situation display 102 andan interactive speed profile bar (hereinafter “speed profile bar 150”).The speed profile bar 150 has operator-activatable graphical displayelements which are correlated to respective speed segments of thecurrently active speed profile. In the context of the computerizedcockpit display system disclosed herein, each graphical element hasassociated stored digital data (e.g., a data object in object-orientedprogramming) representing an identifier (name) and associated parametervalues for a corresponding speed segment in a succession of speedsegments that make up the speed profile.

FIG. 7A is a diagram representing a vertical situation display 102 inaccordance with one proposed implementation at an instant in time whenthe pilot has not yet interacted with the speed profile bar 150. Inaddition to the known elements of a typical vertical situation displaydescribed above with reference to FIG. 5, the vertical situation display102 depicted in FIG. 7A includes a speed profile bar 150, which is agraphical user interface the pilot can interact with for the purpose ofmodifying or adjusting the current speed profile. The speed profile bar150 shows changes to the speed profile which are planned to occur alongthe vertical profile, the location of each speed mode change on thedisplay being correlated with the planned horizontal position of theaircraft at the time of the speed mode change.

As previously mentioned, the interactive speed profile bar 150 consistsof a multiplicity of operator-activatable graphical display elements.The term “operator-activatable display element” refers to displayelements that are selectable and/or modifiable via a control inputdevice by, for example, touch interface or aligning a cursor with theoperator-activatable element and entering a keystroke, mouse click, orother appropriate signal. Those skilled in the art would understand howoperator-activatable elements function; a more detailed description mayalso be found in U.S. Pat. No. 7,418,319, entitled “Systems and Methodsfor Handling the Display and Receipt of Aircraft Control Information”.

In accordance with the proposed implementation schematically depicted inFIG. 7A, the operator-activatable display elements of the interactivespeed profile bar 150 take the form of virtual speed bar buttons 152a-152 d of variable width arranged end to end in a row, each speed barbutton displaying a respective label identifying a respective speedsegment. More specifically, the capital letters in each label identifythe speed mode scheduled to be active during the corresponding leg ofthe flight having the vertical profile depicted below the speed profilebar 150 on the vertical situation display 102. The numerical portion onthe display represents the actual speed target in calibrated airspeed(CAS) or, when displayed with a decimal point, the speed target in Machnumber for the identified speed mode. In the instance depicted in FIG.7A, the interactive speed profile bar 150 includes the following speedbar buttons: speed bar button 152 a displaying the label “ECON 0.821”;speed bar button 152 b displaying the label “ECON 0.835”; speed barbutton 152 c displaying the label “SEL 0.850”; and speed bar button 152d displaying the label “ECON 0.810”.

As seen in FIG. 7A, the widths (hereinafter “button widths”) of speedbar buttons 152 a-152 d are variable. More specifically, the buttonwidths of the speed bar buttons 152 a-152 d vary as a function of therange (distance to be flown) for the corresponding speed segment of thespeed profile. For example, if the aircraft were scheduled to fly for100 miles at an ECON speed of 0.821 (identified in speed bar button 152a) and then fly 200 miles at an ECON speed of 0.835 (identified in speedbar button 152 b), then the speed bar button 152 a would have a buttonwidth W, whereas the speed bar button identifying the ECON speed modewould have a button width 2W. In other words, the button widths of thespeed bar buttons 152 a-152 d are correlated to the respective ranges ofthe speed segments of the current speed profile being identified in thespeed profile bar 150.

In FIG. 7A, the alphanumeric symbology depicted in speed bar button 152a is boldfaced to indicate that the aircraft is currently flying in theECON speed mode with a target speed of Mach 0.821. In FIG. 7B, the speedbar button 152 a is shaded to indicate that speed bar button 152 a hasbeen selected by the pilot. For example, the pilot may make theselection by touching the speed bar button 152 a. The speed bar buttonmay change color when selected, which change in color is indicated bythe aforementioned shading in FIG. 7B. For example, the speed bar button152 a may become green with a magenta outline to indicate pilotselection.

In response to pilot selection of speed bar button 152 a, a drop-downlist 154 is overlaid on a portion of the vertical situation display 102for the pilot to interact with. A drop-down list (also known as adrop-down menu, pull-down list and picklist) is a graphical controlelement that allows the user to choose one entry from a list of entries.In the example depicted in FIG. 7B, the drop-down list 154 includes thefollowing elements: a select speed entry field 156 a identifying a SELspeed mode having a fillable target speed field (which the pilot may useto select a specific target speed); a maximum-rate-of-climb entry 156 bidentifying a step climb speed mode in which the maximum rate of climbis 245 feet per minute; and an RTA entry 156 c identifying an RTA speedmode having a target speed of Mach 0.819.

In accordance with an alternative embodiment, the drop-down list 154 maycontain exclusive selector buttons (described below with reference toFIG. 14). The items in the drop-down list 154 may be selected by touchor with a cursor control device (e.g., of a type depicted in FIGS. 13Aand 13B) by pushing a select button while the item is highlighted. Thedrop-down list 154 may stay open after an item has been selected toallow other another item to be selected (which has the effect ofde-selecting the initially selected entry). The drop-down list 154 maybe closed by selecting the speed bar button 152 a again, selecting anEXIT button at the bottom of the list (not shown in FIG. 7A), executingthe change (not shown in figure), or any other suitable GUI interaction.

In FIG. 7C, select speed entry field 156 a of drop-down list 154 isshaded (again representing a color change) to indicate that select speedentry field 156 a has been selected by the pilot. The interactive speedprofile bar software is configured such that the pilot may then enter anumeric value (e.g., using numeric keys on a CDU 96, or other keyboard)specifying a pilot-selected target speed for the aircraft. FIG. 7D showsthe state of the drop-down list 154 after the pilot has input a targetspeed of Mach 0.845. Following a further input to the CDU 96 (see FIG.3) or other input device, the drop-down list 154 disappears andalphanumeric symbology representing the selected speed mode and targetspeed (in this example, “SEL 0.845”) is displayed in the speed barbutton 152 a, as depicted in FIG. 7E. The pilot or autopilot willthereafter fly the aircraft in a manner that achieves the selectedtarget speed during that speed segment.

The width of a speed bar button 152 will be referred to herein as the“button width”. The button widths of the speed bar buttons 152 vary as afunction of the range during each speed segment of the currently enabledspeed profile. The respective widths of the speed bar buttons to bedisplayed are calculated by the interactive speed profile bar software,which is also configured to impose a minimum button width constraint.

FIGS. 8A through 8D are diagrams representing successive examplescreenshots of a vertical situation display 102 having an interactivespeed profile bar 150 with variable-width speed bar buttons. In theinstance depicted in FIG. 8A, the interactive speed profile bar 150includes the following speed bar buttons: a special speed bar button 152e having symbology indicating that other symbology identifying multiplespeed segments is available for viewing; speed bar button 152 fdisplaying the label “SEL 0.845”; speed bar button 152 g displaying thelabel “SEL 0.850”; and speed bar button 152 h displaying the label “ECON0.835”. The symbology displayed in special speed bar button 152 econsists of ellipses. However, any other predefined symbology may beemployed to indicate additional information is available. Each of thespeed bar buttons depicted in FIG. 8A has a button width equal to orgreater than the minimum button width. The minimum button width remainsconstant, but the range scale of the vertical situation display 102 maybe varied (the altitude scale typically adjusts based on the rangescale). This gives rise to the circumstance that the range representedby the minimum button width (hereinafter the “threshold range”) changesas the range scale changes. In other words, the interactive speedprofile bar software makes use of a parameter name “threshold range”which has a value which varies in dependence on the range scale of thevertical situation display 102.

For example, the range scale is adjustable by the pilot. As used herein,adjusting the range scale means changing the scale of the horizontalaxis of the vertical situation display 102 so that a shorter or longertotal range is displayed along the horizontal axis. For example, insteadof the virtual situation display 102 depicting the planned verticalprofile for the next 640 miles to be flown by the aircraft (as seen inFIGS. 8A and 8B), only the portion of the planned vertical profile forthe next 160 miles is depicted along the same horizontal axis (as seenin FIGS. 8C and 8D). This change results in a more zoomed in rangescale.

In the vertical situation display 102 with interactive speed profile bar150 disclosed herein, the length of the speed profile bar and the lengthof the horizontal axis of vertical situation display 102 are equal whendisplayed on the same screen. Thus the speed profile bar 150 representsthat portion of the speed profile that will govern the speed of theaircraft as the aircraft flies the total range represented by thehorizontal axis. This means that, if the minimum button width is a unitlength along the speed profile bar 150, then there is a unit length ofrange (referred to herein as the “threshold range”) corresponding to theminimum button width. (That threshold range will vary as the range scaleis varied.)

A spatial display restriction arises when the current speed segmentbeing flown by the aircraft has a range which is less than the thresholdrange. Any attempt to display a speed bar button having a widthcorresponding to that range would be blocked by the imposition (by analgorithm of the interactive speed profile bar software) of the minimumbutton width constraint. More specifically, the interactive speedprofile bar software identifies instances wherein speed bar buttonscorresponding to short-range speed segments (speed segments having arange less than a settable threshold range) cannot be displayed becausetheir widths would not meet the minimum button width constraint. Inresponse to a determination that the current range is less than thethreshold range, the interactive speed profile bar software isconfigured to cause the display of a special speed bar button 152 e thatdoes not identify a specific speed segment and instead displayssymbology indicating that other symbology identifying multiple speedsegments is available for viewing.

To resolve instances wherein speed segments cannot be identified on thespeed profile bar 150 because their ranges are less than the thresholdrange, means for speed bar button decluttering are provided which enablea pilot to view speed bar buttons identifying speed segments havingranges less than the threshold range. This is accomplished byautomatically adjusting the zoom level of the range scale of thevertical situation display 102 (see change in the range scale by firstviewing FIG. 8B and then viewing FIG. 8C) in response to the pilotselecting the special speed bar button 152 e. This change in the rangescale produces an inversely proportional decrease in the threshold rangecorresponding to the fixed minimum button width. A speed segment havinga range greater than the decreased threshold range (which range waspreviously less than the initial threshold range) may now be identifiedby its own speed bar button having a button width proportional to therange of the speed segment.

In FIG. 8B, the special speed bar button 152 e is shaded to indicatethat special speed bar button 152 e has been selected by the pilot. Forexample, the pilot may make the selection by touching the special speedbar button 152 e. The special speed bar button 152 e may change colorwhen selected, which change in color is indicated by the aforementionedshading in FIG. 8B. For example, the color of special speed bar button152 e may change to green with a magenta outline to indicate pilotselection.

In response to pilot selection of special speed bar button 152 e, thescale of the horizontal axis of the vertical situation display 102 isreduced so that a shorter range is displayed along the horizontal axis.For example, instead of the virtual situation display 102 depicting theplanned vertical profile for the next 640 miles to be flown by theaircraft (as seen in FIG. 8B), only the portion of the planned verticalprofile 128 for the next 160 miles is depicted along the same horizontalaxis (as seen in FIG. 8C). In addition, a return-to-previous-rangebutton 158 is displayed (see upper left-hand corner of the screenshotpresented in FIG. 8C), which the pilot can touch or click on to restorethe previous scale of the horizontal axis of the vertical situationdisplay 102.

At the same time (also in response to pilot selection of special speedbar button 152 e), the displayed speed profile bar 150 is reconfiguredsuch that the following changes occur: (1) the width of the speed barbutton 152 f is expanded and relocated to conform to the change in rangescale; (2) the special speed bar button 152 e is removed; and (3) twonew pilot-activatable speed bar buttons 152 i and 152 j are displayed,each of the speed bar buttons 152 i and 152 j having a respective buttonwidth equal to or greater than the minimum button width and reflectingtheir respective speed segment range. Thus, in the instance depicted inFIG. 8C, the interactive speed profile bar 150 includes the followingspeed bar buttons: speed bar button 152 i displaying the label “MAX RT245” (which is the currently active speed segment); speed bar button 152j displaying the label “SEL 0.798”; and speed bar button 152 fdisplaying the label “SEL 0.845”. In FIG. 8C, the alphanumeric symbologydepicted in speed bar button 152 i is boldfaced to indicate that theaircraft is currently flying a maximum rate of climb with a target speedof 245 knots.

In FIG. 8D, the speed bar button 152 i is shaded to indicate that speedbar button 152 i has been selected by the pilot. For example, the pilotmay make the selection by touching the speed bar button 152 i. The speedbar button 152 i may change color when selected, which change in coloris indicated by the aforementioned shading in FIG. 8D. For example, thespeed bar button 152 i may become green with a magenta outline toindicate pilot selection.

In accordance with the proposed implementation schematically depicted inFIG. 8D, in response to pilot selection of speed bar button 152 i, thevertical axis of the vertical situation display 102 is compressed upwardand a dialogue box 170 is displayed in the vacated space underneath thevertically compressed vertical situation display 102. The dialogue box170 is a window that contains graphical control elements that allow thepilot to choose one option from an array of mutually exclusivelyselectable options. In the example depicted in FIG. 8D, the dialogue box170 includes the following graphical control elements: a selected speedentry field 172 identifying a SEL speed mode having a fillable targetspeed field (which the pilot may use to select a specific target speed);a maximum-rate-of-climb button 174 identifying the currently activeclimb speed mode in which the maximum rate of climb target speed is 245knots; a pilot-selectable RTA speed mode button 176 identifying an RTAspeed mode having a target speed of Mach 0.819; and a pilot-selectableECON speed mode button 178 identifying an ECON speed mode having atarget speed of Mach 0.821.

If the pilot wishes to enter alphanumeric information in the selectspeed entry field 172, the pilot first enters the alphanumericinformation from the scratchpad area 310 (see FIG. 12). If the selectedspeed mode option is then selected, a speed is entered, and theinformation is acceptable to the select speed entry field 172 (the speedprofile management application that owns the select speed entry field172 determines whether the entry is acceptable), the information istransferred to the select speed entry field 172 (see FIG. 8D). Morespecifically, when the cursor 2 is moved within the active area 4 of theentry box and the selection switch 164 a, 164 b (see FIGS. 13A and 13B)is pressed, the alphanumeric information is transferred from thescratchpad area 310 into the select speed entry field 172. If theinformation is not acceptable to the entry box, the information is nottransferred and the scratchpad is not cleared. This may also beaccomplished by touching the select speed entry field 172 and typingdirectly into the entry field.

In response to pilot selection of one of the available speed segmentsidentified in FIG. 8D other than the currently active “MAX RT 245” speedsegment, alphanumeric symbology identifying the selected speed mode andindicating the target speed will be displayed inside speed bar button152 e in place of the label “MAX RT 245”. By touching or clicking on thereturn-to-previous-range button 158, the pilot may return the verticalsituation display 102 and interactive speed profile bar 150 to thestates depicted in FIG. 8A.

As previously mentioned, the interactive speed profile bar software isconfigured to display special symbology in a speed bar buttoncorresponding to multiple speed segments having a sum of their rangeswhich is less than a threshold range associated with a minimum buttonwidth. FIG. 9 is a flowchart identifying steps of a method 200 fordetermining when to display a special speed bar button having symbologyindicating that other symbology identifying multiple speed segments isavailable for viewing. First, a threshold range corresponding to theminimum speed bar button width is set (step 202). For example, a minimumspeed bar button width of one inch may correspond to a speed segmentrange of 50 NM. This may be a default setting or a setting selected bythe flight crew. In other words, the interactive speed profile bar 150is calibrated relative to the horizontal axis of the vertical situationdisplay 102 so that a speed bar button having a button width in excessof the minimum button width would represent a speed segment having arange in excess of the threshold range.

The next step is to retrieve the current range of the current speedsegment from the random access memory where the current speed profile isstored (step 204). Then the processor executing the interactive speedprofile bar software determines whether the current range of the currentspeed segment is less than the threshold range corresponding to theminimum button width (step 206). On the one hand, if the processordetermines that the current range is not less than the threshold range,then the processor sends instructions to a graphics processor (not shownin the drawings) to display a speed bar button having symbology thatidentifies the current speed segment and having a button width that isproportional to the current range of current speed segment (step 208).On the other hand, if the processor determines that the current range isless than the threshold range, then the processor retrieves the nextrange of the next speed segment from random access memory (step 210) andthen sums all of the retrieved ranges (step 212), which in this instanceis the sum of the current range and the next range.

Still referring to FIG. 9, the processor then determines whether the sumof all retrieved ranges is greater than the threshold range (step 214).On the one hand, if the processor determines that the sum of allretrieved ranges is greater than the threshold range, then the processorsends instructions to the graphics processor to display the specialspeed bar button 152 e (step 216). As previously described, the specialspeed bar button 152 e includes symbology that indicates to the pilotthat other symbology identifying multiple speed segments is availablefor viewing. Also the width of the special speed bar button 152 e willbe proportional to the sum of all retrieved ranges. For example, if thecurrent range and the next range are both less than the threshold range,the width of special speed bar button 152 e will be proportional (inaccordance with the initial calibration) to the sum of the current andnext ranges.

FIG. 10 is a flowchart identifying steps of a method 220 for enabling apilot to change the zoom level of the range scale of the verticalsituation display 102 so that previously undisplayable speed bar buttonsmay be viewed in a format that satisfies a minimum button widthconstraint. First, the pilot selects the special speed bar button 152 ethat indicates the availability of multiple speed segments for selectionand modification (step 222). In response to that selection, the rangescale of the vertical situation display 102 is zoomed in automaticallysuch that the range of the speed segment of shortest range correspondsto the minimum button width and respective speed bar buttons aredisplayed which correspond to the multiple speed segments previously notidentified (step 224). Also a return-to-previous-range button 158 isdisplayed (see upper left-hand corner of the screenshot presented inFIG. 8C) (step 226). Next the user selects a desired speed segment bytouching or clicking on the speed bar button corresponding to thedesired speed segment (step 228). As previously described, the dialoguebox 170 is then displayed in a space vacated by vertically compressingthe vertical situation display 102 (step 230). The pilot then interactswith the dialogue box to change the speed segment or cancels the changesor selects the return-to-previous-range button 158 (step 232). Inresponse to performance of step 232, the original zoom level of therange scale of the vertical situation display 102 is restored (step234).

The flight management computer is generally connected to some sort ofdisplay unit, such as, for example, a control display unit, whichdisplays flight management information for use by the pilots. The CDU 96generally has an area on the screen, called a scratchpad, which displaysinformation that is available for selection into an entry field. Thescratchpad displays characters as they are entered on a keyboard by thepilot. Thus, the pilot is able to check his/her data entry work prior toentry into the FMS. For example, when interacting with a navigationsystem, the pilot generally enters any needed data into the FMS via thekeyboard. Another implementation may support direct entry into theselected field. Flight plan information generally includes, but is notlimited to, waypoint and leg information. When the pilot needs tomodify, add, and/or delete flight plan data, he/she generally enterswaypoint information into the FMS and views the information on thescratchpad area of the CDU. The pilot generally must enter alphanumericcharacters of some sort to identify the waypoint.

An aircraft navigational system with a graphical scratchpad may beprovided, such system including a processor which runs a softwareprogram, an electronic display which displays navigational data, aflight management computer including a central display unit with ascratchpad area, and a cursor control device. The user may use thecursor control device to control a cursor on the electronic display, ora touch screen, and select entry fields on the electronic display forentry from the scratchpad area of the CDU.

FIG. 11 schematically depicts one embodiment of a flight informationdisplay system 104 which enables a pilot to interact with a speedprofile bar 150 on a vertical situation display 102. The flightinformation display system 104 includes a flight management computer 108that includes a display controller (not shown) for controlling anelectronic display device 74. The flight management computer 108includes a memory 142 containing a software program 144 configured forperforming a speed profile management function. More specifically, thatspeed profile management function is configured to convert signalsrepresenting pilot interactions with the graphical user interface shownin FIGS. 7A-7E into a new speed schedule in a digitized format forstorage in memory 142. The memory 142 also includes a database 146 whichmay include waypoint information. The flight information display system104 further includes a control display unit 96 (hereinafter “CDU 96”)and a cursor control device 106, both of which are operatively coupledto the flight management computer 108. The cursor control device 106enables the pilots to control a cursor on a vertical situation display102 (not shown in FIG. 11) being displayed on the electronic displaydevice 74 for selection and entry of information into the flightmanagement system. For example, a pilot may first use the cursor controldevice 106 to interact with the interactive speed profile bar 150 on thevertical situation display 102 (see, e.g., FIG. 7A) to select a fillablefield and then use a scratchpad area 310 displayed on a display screen302 of the CDU 96 (see FIG. 12) to enter data into in the fillablefield. Another implementation may support direct entry.

Referring to FIG. 12, the CDU 96 has a display screen 302 that include ascratchpad area 310, line select keys 304 and data entry keys 306.Generally, flight management information is displayed on the CDU 96 forreference and manipulation by the pilot. The pilot enters data into theflight management computer 108 via the line select keys 304 and the dataentry keys 306. The line select keys 304 allow the pilot to selectoptions or choices represented by alphanumeric characters visible on thedisplay screen 302. If the pilot needs to enter data into the flightmanagement computer, for example, new waypoint data, the data entry keys306, which may represent alphanumeric characters similar to a keyboard,may be used for data entry. When the pilot enters data via the dataentry keys 306 (and in some cases the line select keys), the entriesappear in the scratchpad area 310, and this allows the pilot to checkhis/her work prior to execution. Final entry of data from the scratchpadarea 310 into the flight management computer 108 may be accomplishedwith an execute key or an enter key (neither shown), or by selecting oneof the line select keys 304.

The cursor control device 106 or a touch interface provides for a pilotto interact with the interactive speed profile bar 150 presented on thevertical situation display 102. The cursor control device 106 allows thepilot to point to and select objects on the displays. The cursorprovides the user with a visual cue of the current position of the inputfocus. The cursor is represented by one symbol out of a standard set.The particular symbol displayed at a given time may be dependent on thecontext of the task (pointing, waypoint picking, or map centering).Users are required to take a separate, explicit action, distinct fromcursor positioning, for the actual selection and entry (into the flightmanagement computer 108) of a speed option.

As used herein, the term “cursor” means a symbol on a display which canbe moved by the cursor control device. Its shape is dependent on thefunction that it is currently performing. As used herein, the term “thecursor control device” means the hardware which moves the cursor on thedisplay. The cursor control device 106 may take any one of many forms,including a trackball, a rotary knob tabber and a touchpad. These cursorcontrol devices interact with display features and enable the pilots toperform functions such as selecting menu items on multifunctiondisplays, choosing data to display on the vertical situation display102, and so forth. In accordance with one proposed implementation, eachpilot may have tabbers and a touchpad.

FIGS. 13A and 13B are diagrams representing a top and side viewsrespectively of a touchpad cursor control device 160 in accordance withone proposed implementation. The touchpad cursor control device 160includes a touchpad 162 made of capacitive glass, a pair of selectionswitches 164 a, 164 b and a palm support 166.

A symbol, called a cursor, moves around on the vertical situationdisplay 102 as the touchpad cursor control device 160 is manipulated.The pilot moves the cursor symbol by moving a finger over the touchpad162 of the touchpad cursor control device 160. Active areas on thevertical situation display 102 are areas which will cause something tohappen when selected. To select an active area, the cursor symbol mustbe moved over an active area on the vertical situation display 102 (ahighlight will appear around the active area) and then a selectionswitch 164 a or 164 b on the touchpad cursor control device 160 ispressed. Active areas on the vertical situation display 102 may be shownwith a gray background and a bezel to produce a three-dimensionalappearance, so that it is easy to see at a glance which functions areavailable on the vertical situation display 102 at any time. The pilotcan select an active area by pressing one of the selection switches 164a, 164 b on the touchpad cursor control device 160 using a thumb whenthe following conditions are met: (1) the cursor symbol is in the activearea; and (2) the highlight box is displayed.

In addition or in the alternative, the cursor control device 106identified in FIG. 11 may be a rotary cursor control device (not shownin the drawings) sometimes referred to as a “tabber”. The pilot movesthe cursor symbol by turning a rotary cursor control device (CCD) eitherclockwise or counter-clockwise. The cursor symbol will then move fromone active area to another on the vertical situation display 102. Thepilot can select an active area by pressing the select button in thecenter of the rotary CCD when the highlight box is displayed around theactive area.

In addition or in the alternative, a touch screen (not shown in thedrawings) may be used for interacting with the display. The pilotselects buttons by tapping on the surface of the display equipped with atouch sensor.

In accordance with the proposed implementation schematically depicted inFIGS. 7A-7E, a drop-down list 154 is overlaid on a portion of thevertical situation display 102 for the pilot to interact with. Inaccordance with the proposed implementation schematically depicted inFIGS. 8A-8D, a vertical situation display 102 is compressed verticallyto occupy less space and a dialogue box 170 is presented in an areabelow the vertically compressed vertical situation display 102. Ineither case, the drop-down list 154 or the dialogue box 170 may containentry boxes or radio selection buttons or both. Any entry boxes may befilled using a scratchpad or direct entry using a keyboard (physical orvirtual).

FIG. 14 is a diagram representing an unselected exclusive selectorbutton 8 with a cursor 2 inside the associated active area 4, theexclusive selector button being of a type suitable for use with thespeed segment option interfaces (e.g., drop-down list 154 and dialoguebox 170) disclosed herein. Each exclusive selector button is accompaniedby a label that identifies what speed mode and speed target each buttonrepresents.

Exclusive selector buttons and nonexclusive selector buttons arecontrols that allow the user to change settings to modify futureactions. Exclusive selector buttons are mutually exclusive. A group isdefined as a set of a minimum of two mutually exclusive buttons.Selecting one exclusive selector button 8 deselects any other exclusiveselector button in that group. All exclusive selector buttons in onegroup are displayed on the same page. A group of these buttons can beused to force the user to select between a defined set of alternatives.

Exclusive selector buttons are selected and deselected by touching thebutton on a touchscreen or clicking the cursor selection button when thecursor is within the active area 4 of the exclusive selector button 8.When an exclusive selector button is selected, the inside of the buttonis filled to show that the exclusive selector button is selected. Whenthe cursor 2 moves within the active area 4 of an exclusive selectorbutton 8, the exclusive selector button is highlighted. The active area4 may be rectangular and encompass the area around the button symbol,the exclusive selector button label, and the area between the label andthe button. In one proposed implementation, the active area is notvisible to the user.

While systems and methods for enabling a pilot to manage a speed profileusing an interactive speed profile bar that is viewable in conjunctionwith a vertical situation display have been described with reference tovarious embodiments, it will be understood by those skilled in the artthat various changes may be made and equivalents may be substituted forelements thereof without departing from the scope of the teachingsherein. In addition, many modifications may be made to adapt theteachings herein to a particular situation without departing from thescope thereof. Therefore it is intended that the claims not be limitedto the particular embodiments disclosed herein.

The methods described herein may be encoded as executable instructionsembodied in a non-transitory tangible computer-readable storage medium,including, without limitation, a storage device and/or a memory device.Such instructions, when executed by a processing or computing system,cause the system device to perform at least a portion of the methodsdescribed herein. The embodiments described in some detail above mayinclude computer-executable instructions, such as routines executed by aprogrammable computer. Other computer system configurations may beemployed, such as a special-purpose computer or a data processor that isspecifically programmed, configured, or constructed to perform one ormore of the computer-executable instructions described below.

As used herein, the term “computer system” should be construed broadlyto encompass a system having at least one computer or processor, andwhich may have multiple computers or processors that communicate througha network or bus. As used in the preceding sentence, the terms“computer” and “processor” both refer to devices comprising a processingunit (e.g., a central processing unit) and some form of memory (i.e.,computer-readable medium) for storing a program which is readable by theprocessing unit. More specifically, the term “computer” as used hereinrefers to any data processor that can be engaged in a cockpit, includingcomputers for cockpit display systems, flight management computers,flight control computers, electronic flight bags, notebook computer,tablet computer, or other hand-held devices.

The process claims set forth hereinafter should not be construed torequire that the steps recited therein be performed in alphabeticalorder (any alphabetical ordering in the claims is used solely for thepurpose of referencing previously recited steps) or in the order inwhich they are recited unless the claim language explicitly specifies orstates conditions indicating a particular order in which some or all ofthose steps are performed. Nor should the process claims be construed toexclude any portions of two or more steps being performed concurrentlyor alternatingly unless the claim language explicitly states a conditionthat precludes such an interpretation.

1. A method for changing a speed profile, the method comprising: (a)displaying a vertical situation display and an interactive speed profilebar on a display unit, wherein the vertical situation display representsa planned vertical flight path of the aircraft, and the interactivespeed profile bar identifies speed modes and target speeds of at least aportion of a speed profile to be flown by the aircraft and comprises aspeed bar button having first alphanumeric symbology which indicates afirst speed mode and an associated first target speed of a speedsegment; (b) interacting with the speed profile bar having the firstalphanumeric symbology to select a second speed mode and an associatedsecond target speed of the speed segment; and (c) changing speed profiledigital data stored in a non-transitory tangible computer-readablestorage medium to identify a second speed mode and associated secondtarget speed instead of the first speed mode and associated first targetspeed of the speed segment in response to performance of step (b). 2.The method as recited in claim 1, wherein step (b) comprises: selectingthe speed bar button having the first alphanumeric symbology, whichselecting is performed by a pilot; displaying graphical elementsrepresenting a multiplicity of pilot-selectable mutually exclusive speedsegment options in response to selecting the speed bar button having thefirst alphanumeric symbology; and selecting one of the speed segmentoptions by interacting with a selected one of the graphical elements,which selecting is performed by the pilot.
 3. The method as recited inclaim 1, wherein the speed segment is currently active.
 4. The method asrecited in claim 1, wherein the speed segment is planned and notcurrently active.
 5. The method as recited in claim 1, furthercomprising flying the aircraft automatically using the changed speedprofile digital data.
 6. The method as recited in claim 1, furthercomprising displaying second alphanumeric symbology instead of the firstalphanumeric symbology in the speed bar button in response toperformance of step (b), wherein the second alphanumeric symbologyindicates the second speed mode and associated second target speed. 7.The method as recited in claim 6, further comprising making thegraphical elements disappear in response to performance of step (d). 8.The method as recited in claim 6, further comprising flying the aircraftmanually using the second alphanumeric symbology for guidance.
 9. Themethod as recited in claim 1, wherein the interactive speed profile barcomprises a multiplicity of speed bar buttons, each of the multiplicityof speed bar buttons having respective alphanumeric symbologyidentifying a respective speed mode and a respective associated targetspeed which characterize a respective speed segment included in thespeed profile.
 10. The method as recited in claim 9, wherein: the speedprofile includes first and second speed segments having first and secondranges respectively; and the interactive speed profile bar includes afirst speed bar button having a first button width corresponding to afirst range of the first speed segment and a second speed bar buttonhaving a second button width corresponding to a second range of thesecond speed segment, a ratio of the first button width to the secondbutton width being equal to a ratio of the first range to the secondrange.
 11. A method for changing a speed profile, the method comprising:(a) displaying a first vertical situation display and a firstinteractive speed profile bar on a display unit, wherein the firstvertical situation display represents a planned vertical flight path ofthe aircraft, and the first interactive speed profile bar comprises aspecial speed bar button having symbology that indicates other symbologyidentifying speed modes and target speeds of multiple speed segments ofa speed profile to be flown by the aircraft is available for viewing;(b) selecting the special speed bar button, which selecting is performedby a pilot; (c) in response to selecting the special speed bar button,displaying a second vertical situation display and a second interactivespeed profile bar on the display unit, wherein the second verticalsituation display has a range scale with increased fineness andrepresents only a portion of the planned vertical flight path of theaircraft, and the second interactive speed profile bar comprisesmultiple speed bar buttons having the other symbology, including a speedbar button having first alphanumeric symbology which indicates a firstspeed mode and an associated first target speed of a speed segment; (d)interacting with the speed profile bar having the first alphanumericsymbology to select a second speed mode and an associated second targetspeed of the speed segment; and (e) changing speed profile digital datastored in a non-transitory tangible computer-readable storage medium toidentify a second speed mode and associated second target speed insteadof the first speed mode and associated first target speed of the speedsegment in response to performance of step (b).
 12. The method asrecited in claim 11, wherein the second interactive speed profile bardoes not include the special speed bar button and comprises first andsecond speed bar buttons having first and second alphanumeric symbologyidentifying respective speed modes and respective associated targetspeeds which respectively characterize first and second speed segmentshaving first and second ranges respectively, the first speed bar buttonhaving a first button width corresponding to the first range of thefirst speed segment and the second speed bar button having a secondbutton width corresponding to the second range of the second speedsegment, a ratio of the first button width to the second button widthbeing equal to a ratio of the first range to the second range.
 13. Themethod as recited in claim 11, wherein step (d) comprises: selecting thespeed bar button having the first alphanumeric symbology, whichselecting is performed by a pilot; displaying graphical elementsrepresenting a multiplicity of pilot-selectable mutually exclusive speedsegment options in response to selecting the speed bar button having thefirst alphanumeric symbology; and selecting one of the speed segmentoptions by interacting with a selected one of the graphical elements,which selecting is performed by the pilot.
 14. The method as recited inclaim 11, further comprising flying the aircraft automatically using thechanged speed profile digital data.
 15. The method as recited in claim11, further comprising displaying second alphanumeric symbology insteadof the first alphanumeric symbology in the speed bar button in responseto performance of step (d), wherein the second alphanumeric symbologyindicates the second speed mode and associated second target speed. 16.The method as recited in claim 15, further comprising flying theaircraft manually using the second alphanumeric symbology for guidance.17. A flight management system for an aircraft comprising: an electronicdisplay device; and a flight management computer comprising a displaycontroller for controlling the electronic display device and a memorycontaining a software program configured for performing a speed profilemanagement function, wherein the flight management computer isconfigured to display a vertical situation display and an interactivespeed profile bar on the electronic display device, and the speedprofile management function is configured to convert signalsrepresenting pilot interactions with the interactive speed profile barinto a new speed profile in a digitized format for storage in thememory.
 18. The flight management system as recited in claim 17,wherein: the vertical situation display represents a planned verticalflight path of the aircraft; and the interactive speed profile baridentifies speed modes and target speeds of at least a portion of aspeed profile to be flown by the aircraft and comprises a speed barbutton having alphanumeric symbology which indicates a speed mode and anassociated target speed of a speed segment.
 19. The flight managementsystem as recited in claim 18, wherein the interactive speed profile barcomprises a multiplicity of speed bar buttons, each of the multiplicityof speed bar buttons having respective alphanumeric symbologyidentifying a respective speed mode and a respective associated targetspeed which characterize a respective speed segment included in thespeed profile.
 20. The flight management system as recited in claim 19,wherein the flight management computer is configured to change speedprofile digital data stored in the non-transitory tangiblecomputer-readable storage medium to identify a second speed mode andassociated second target speed instead of a first speed mode andassociated first target speed of the speed segment in response to pilotinteraction with a speed bar button having alphanumeric symbology whichindicates the first speed mode and associated first target speed of thespeed segment.